User Guide: Sub-Saharan Africa Transport Policy Program

Sub-Saharan Africa Transport Policy Program
SSATP Working Paper No. 85-A
User Guide
Version 1.0 - July 2007
Rodrigo Archondo-Callao
SSATP Working Paper No. 85-A
Road Network Evaluation Tools

(RONET)
Version 1.0, July 2007
User’s Guide
Rodrigo Archondo-Callao
October 2007
The SSATP is an international partnership to facilitate policy development and re-
lated capacity building in the transport sector in Sub-Saharan Africa.
Sound policies lead to safe, reliable and cost-effective transport, freeing people to lift
themselves out of poverty, and helping countries to compete internationally.
The SSATP is a partnership of

35 SSA countries
8 Regional Economic Communities
3 African institutions
UNECA, AU/NEPAD and AfDB
7 active donors
EC (main donor), Denmark, France, Ireland, Norway, Sweden and The
World Bank (host)
Numerous public and private State and regional organizations
The SSATP gratefully acknowledges the financial contribution and support

from the European Commission, the Governments of Denmark, France, Ire-
land, Norway, Sweden, and The World Bank.
The World Bank and SSATP make no warranty in terms of correctness, accuracy, currentness, reliability, or oth-
erwise regarding the model. The user relies on the products of the software and the results solely at his or her own
risk. In no event will the World Bank or anyone else who has been involved in the creation of this product be liable
for its application or misapplication in the field. The World Bank reserves the right to make revisions and changes
from time to time without obligation to notify any person of such revisions and changes. Any views expressed in
this paper are those of the author and not necessarily of the sponsors.
More publications on the SSATP website

www.worldbank.org/afr/ssatp
Acknowledgments
The development of the RONET model is being funded by the Sub-Saharan Africa Transport
Policy Program (SSATP), which is a collaborative framework set up to improve transport
policies and strengthen institutional capacity in the Africa region. The model is being devel-
oped by Rodrigo Archondo-Callao, Highway Engineer, The World Bank, under the man-
agement of Olav E. Ellevset, Sr. Transport Specialist, SSATP. The model development is
benefiting from contributions of a peer advisory group composed of David Luyimbazi,
Godwin Brocke, Atanásio Mugunhe, Joseph Lwiza, Torben Larsen, and Eliamin Tenga.
iii
Table of Contents
Acknowledgments.................................................................................................................... iii
List of Acronyms and Abbreviations ......................................................................................vii
Part A - Overview ....................................................................................................................... 1
Introduction .............................................................................................................................. 1
Model Structure ........................................................................................................................ 3
Software Characteristics.......................................................................................................... 11
Part B - Configuration ............................................................................................................. 15
Basic Configuration ................................................................................................................ 15
Standards Configuration ........................................................................................................ 20
Part C - Input Data................................................................................................................... 27
Country Data........................................................................................................................... 27
Road Network Length............................................................................................................. 33
Historical Data ........................................................................................................................ 35
Part D - Current Condition Assessment Module .................................................................. 37
Current Condition Assessment Overview ............................................................................. 37
Length & Utilization ............................................................................................................... 37
Asset Value .............................................................................................................................. 38
Roughness................................................................................................................................ 39
Network Distribution Charts ................................................................................................. 40
Network Monitoring Indicators............................................................................................. 40
Part E - Performance Assessment Module ............................................................................. 43
Performance Assessment Overview ....................................................................................... 43
Network Performance............................................................................................................. 45
Road Works Distribution ....................................................................................................... 46
Road Works Summary............................................................................................................ 47
Historical Data Comparison................................................................................................... 48
Annexes .................................................................................................................................... 49
Annex 1: Paved Roads Roughness Progression Model ......................................................... 49
Annex 2: Gravel Roads Gravel Loss Model............................................................................ 53
Annex 3: Road Works Effects ................................................................................................. 54
References................................................................................................................................. 57
v
List of Acronyms and Abbreviations
AADT Average Annual Daily Traffic

ANE National Roads Administration in Mozambique
ESA Equivalent Standard Axles
ETWTR Energy, Transport & Water Department’s Transport Unit
(The World Bank)
GDP Gross Domestic Product
HDM Highway Development & Management
HNMS Highway Network Management System (Mozambique)
IQL Information Quality Level
IRI International Roughness Index
Km Kilometer
PAM Performance Assessment Model
PMORALG Prime Ministers Office Regional Administration and Local
Government
PMS Pavement Management System
RAFU Road Agency Formation Unit
RAI Rural Access Indicator
RED Road Economic Decision Model
RMI Road Management Initiative
RMMS Road Maintenance Management System (Tanzania)
ROCKS Road Cost Knowledge System
RONET Road Network Evaluation Tools
RSSS Road Sector Strategy Study (Mozambique)
RUC Road User Charges Model
RUCKS Road User Costs Knowledge System
SAM Social Accounting Matrix
SSATP Sub-Saharan Africa Transport Policy Program
ST Surface Treatment
TANROADS Tanzania National Roads Agency
TTC Total Transport Costs
UNRA Uganda National Roads Authority
USD United States Dollar
VOC Vehicle operating cost
vii
Part A - Overview
INTRODUCTION
The Road Network Evaluation Tools (RONET) model is being developed for the Sub-
Saharan Africa Transport Policy Program1 (SSATP) by the Energy, Transport and Water De-
partment, Transport Anchor (ETWTR), of the World Bank to assist decision makers to ac-
complish the following:
Monitor the current condition of the road network

Plan allocation of resources
Assess the consequences of macropolicies on the road network
RONET is a tool for assessing the performance of road maintenance and rehabilitation poli-
cies and the importance of the road sector for the economy, to demonstrate to stakeholders
the importance of continued support for road maintenance initiatives. It assesses the current
network condition and traffic, computing the asset value of the network and road network
monitoring indicators. It uses country-specific relationships between maintenance spending
and road condition, and between road condition and road user costs, to assess the perform-
ance over time of the network under different road works standards, determining, for exam-
ple, the minimum cost for sustaining the network in its current condition. It also shows the
savings or the costs to the economy to be obtained from maintaining the network at different
levels of road condition. It further determines the proper allocation of expenditures among
recurrent maintenance, periodic maintenance, and rehabilitation road works. Finally it de-
termines the “funding gap,” defined as the difference between current maintenance spending
and required maintenance spending (to maintain the network at a given level of road condi-
tion), and the effect of under spending on increased transport costs.
The model is developed from the same principles underlying the accepted economic evalua-
tion, engineering, and design model Highway Development and Management Model2
(HDM-4), adopting the same road user costs relationships of the HDM-4 and simplified
road deterioration equations derived from the HDM-4 research. However, the primary audi-
ence for RONET is decision makers in the road sector, for whom it is designed as a tool for
advocacy of specific revenue enhancing or cost recovery measures.
RONET is being developed for use in the Africa region, but there are no impediments to its
application in any other country worldwide. RONET includes a series of analytical tools de-
signed to evaluate the road network and road sector of a country at a macro-level by evaluat-
ing a series of representative road classes, which can be characterized, for example, as (i)
1
functional classification, (ii) surface type, (iii) traffic level, (iv) road condition, (v) terrain,
(vi) climate, and (vii) geographical region.
In the past SSATP has developed two other software tools, also designed to evaluate an entire
road network by evaluating a series of representative road classes, as follows:
The Road User Charges Model Version 3.03 (RUC), which evaluates scenarios of
road user charges in a country, evaluating road classes in good and fair condition dif-
ferentiated by traffic level, and estimates routine and periodic maintenance require-
ments derived from look-up solution tables. The RUC model represents the entire
network of a country by a maximum of 160 road classes that are functions of traffic,
percent of cars, trucks loading, pavement strength, environment, level of agency
costs, and vehicle operating costs.
The Performance Assessment Model Version 1.04 (PAM), which estimates the per-
formance of a road network under different budget scenarios, evaluating road classes
on any road condition but not differentiating the road classes by traffic level, and es-
timates routine and periodic maintenance requirements derived from a straight line
deterioration model. The PAM model represents the entire network of a country by a
maximum of 64 road classes that are functions of functional classification, pavement
type, and condition.
RONET is being developed to replace the functionality of the RUC and PAM models and to
add new evaluation modules and output reports. RONET is being developed in a modular
form, characterizes the entire road network of a country by allowing the definition of a
maximum of 625 road classes, and includes simplified road deterioration models based on
HDM-4 research. RONET version 1.0 implements the following evaluation modules:
Current Condition Assessment that calculates current road network statistics and net-
work monitoring indicators
Performance Assessment that evaluates the road network performance under differ-
ent rehabilitation and maintenance standards (budget scenarios) and presents the
consequences to the road agency, the road user, and the road infrastructure
RONET could be enhanced in the future by adding the following evaluation modules, for
example: (i) road user charges evaluation, (ii) life-cycle economic evaluation, (iii) axle load-
ing impacts evaluation, (iv) accidents impacts evaluation, and (v) network improvements
evaluation.
2
MODEL STRUCTURE
To run RONET you first review the Configuration pages and modify any configuration data,
if necessary. Cells with a bright yellow background indicate country-specific inputs that you
are expected to modify, whereas cells with dim yellow backgrounds indicate user-defined
RONET defaults that most likely you will not need to modify. Then you enter the country-
specific inputs at the following Input Data pages:
Country Data that collects land area, total population, rural population, gross do-
mestic product at current prices, total vehicle fleet, discount rate, traffic growth rates,
pavement widths, capital works unit costs, recurrent maintenance works unit costs,
traffic level characteristics, and vehicle fleet unit road user costs relationship to
roughness
Road Network Length that collects the road network length distribution by road
classes that are functions of network type, surface type, traffic category and condition
category
Historical Data that collects historical average road expenditures and road works
during the last five years per surface class and road work type
The RONET road network length can cover the entire road network system of the country
(roads, highways, expressways, streets, avenues, and so forth), or a partial road network; for
example, the road network of a state or province of the country, or the road network man-
aged by the main road agency. The road network is represented by road classes that are a
function of (i) five network types, (ii) five surface types, (iii) five traffic categories, and (iv)
five condition categories, which total a maximum of 625 road classes. Table 1 illustrates the
representative road classes.
Table 1. Matrix of Road Classes: Overall Network Evaluation
Matrix of Road Classes: Overall Network Evaluation
Network Surface Type

Type Concrete Asphalt S.T. Gravel Earth
Primary
Secondary
Tertiary
Unclassified
Urban
Traffic Condition Category

Category Very Good Good Fair Poor Very Poor
Traffic I
Traffic II
Traffic III
Traffic IV
Traffic V
3
Network Types
The road network is subdivided into as many as five network types that are user defined. The
RONET default configuration subdivides the network into five network types characterized
by functional classification, but you have the option to change the default configuration and
redefine the characteristics of each road network type. For example, each network type can
represent a different, region, terrain type, or climate type. Table 2 below shows the default
configuration and sample user-defined configurations.
Table 2. Default Configuration and Alternative Configurations
Default Alternative
Configuration Configurations Examples
Network Types by Types by Types by

Functional
Type Class Geographic Region Terrain Type
1 Primary North Region Flat Terrain
2 Secondary South Region Hilly Terrain
3 Tertiary Easthern Region Mountainous Terrain
4 Unclassified Western Region NA
5 Urban Central Region NA
The default RONET road network types are based on the functional classification of the
roads. The default network types are as follows:
Primary: Arterial, main, trunk, or national roads, which are roads outside urban ar-
eas that belong to the top-level road network and generally, have higher design stan-
dards than other roads. These roads generally provide the highest level of mobility, at
the highest speed, for long interrupted traffic. These roads form the principal avenue
of communication between and through major regions of the country, between re-
gional capitals and key towns that have significant national economic and social in-
teraction, and between the country and adjoining countries, whose main function is
to provide access to major freight terminals, including ports.
Secondary: Collectors, classified as rural or regional roads, which are the main feeder
routes into primary roads, and provide the main links between primary roads. These
roads generally provide a lower degree of mobility than primary roads, being de-
signed for travel at lower speeds and for shorter distances. These roads form the
principal avenue of communication between primary roads and key towns and be-
tween primary roads and important centers, which have a significant economic, so-
cial tourist, or recreation role (for example, tourism and resource development).
Tertiary: Local roads, which are classified as rural or local roads. The roads are char-
acterized by a comparatively low-level design standard and traffic. These roads pro-
vide basic access between residential and commercial properties, connecting with
4
higher-order roads. The function of these roads is to provide the only access to scat-
tered rural settlements and primarily serve local social services, as well as provide ac-
cess to markets and generally form the first phase of the journey for commuters.
Unclassified: Unclassified roads, which are roads that do not fall into any of the pre-
vious categories. These roads comprise special-purpose public roads that cannot be
assigned to any other class above, and which are provided almost exclusively for one
specific activity or function, such as recreational, forestry, mining, national parks, or
dam access.
Urban: Urban roads, streets, and avenues, which are located within the boundaries of
cities or towns.
On different countries, different road networks are managed by different road agencies or
entities; therefore, RONET allows for definition of the management responsibility type of
each road network. On the RONET Basic Configuration page, you assign one possible man-
agement type or entity (management and funding responsibility) to each road network type.
The default user-defined management types are the following:
Private sector: roads that are under the jurisdiction of concessionaires
National road agency: roads that are under the jurisdiction of the national road
agency
Regional road agencies: roads that are under the jurisdiction of regional, provincial,
or state governments
Local road agencies: roads under the jurisdiction of district or local governments
Urban municipalities: roads, streets and avenues that are under the jurisdiction of
city or town governments.
Surface Types
Each network type is subdivided into the following five possible surface types:
Concrete pavement
Asphalt mix pavement
Surface treatment pavement
Gravel road
Earth road
The country-specific characteristics of each surface type are defined on the RONET Basic
Configuration page.
Traffic Categories
Each surface type is subdivided into five possible traffic categories (Traffic I, Traffic II, Traffic
III, Traffic IV, Traffic V). To each traffic category, you assign one of nine possible traffic lev-
5
els (T1 to T9) defined on the RONET Basic Configuration page. Table 3 presents the default
nine RONET traffic levels, based on a logarithmic scale. The table presents the traffic charac-
teristics of each traffic level and corresponding illustrative geometric and pavement stan-
dards. Proper geometric and pavement standards are country-specific and are the product of
an economic evaluation; therefore, the standards presented in table 3 are given only for illus-
trative purposes.
Table 3. RONET Default Traffic Levels
Average Annual Daily

Traffic (AADT) Illustrative Standards
Traffic Minimum Maximum Average Geometry Pavement
Level (veh/day) (veh/day) (veh/day) Standard Standard
T1 0 10 5 1-lane warranted Formation not warranted
T2 10 30 20 1-lane warranted Formation warranted
T3 30 100 65 2-lane warranted Gravel warranted
T4 100 300 200 2-lane warranted Gravel warranted
T5 300 1,000 650 2-lane warranted Paved Surface warranted
T6 1,000 3,000 2,000 2-lane warranted Paved Surface warranted
T9 30,000 100,000 65,000 multi-lane warranted Paved Surface warranted
- Standard given for illustration purposes. Proper standards are country specific.
- AADT of motorized 4-tires or more 2-way traffic
Table 4 presents the RONET default assignment of traffic levels to each traffic category per
surface type. Most likely, you will not need to change the characteristics of each traffic level
and the default RONET traffic level assignments to each traffic category.
6
Table 4. RONET Default Assignment of Traffic Levels
Average Annual Daily

Traffic (AADT) Illustrative Standards
Surface Traffic Traffic Minimum Maximum Average Geometry Pavement

Type Category Level (veh/day) (veh/day) (veh/day) Standard Standard
Earth Traffic I T1 0 10 5 1-lane warranted Formation not warranted

Traffic II T2 10 30 20 1-lane warranted Formation warranted
Traffic III T3 30 100 65 2-lane warranted Gravel warranted
Traffic IV T4 100 300 200 2-lane warranted Gravel warranted
Traffic V T5 300 1,000 650 2-lane warranted Paved Surface warranted
Gravel Traffic I T2 10 30 20 1-lane warranted Formation warranted

Traffic II T3 30 100 65 2-lane warranted Gravel warranted
Traffic III T4 100 300 200 2-lane warranted Gravel warranted
Traffic IV T5 300 1,000 650 2-lane warranted Paved Surface warranted
Traffic V T6 1,000 3,000 2,000 2-lane warranted Paved Surface warranted
Paved Traffic I T4 100 300 200 2-lane warranted Gravel warranted
Traffic II T5 300 1,000 650 2-lane warranted Paved Surface warranted
Traffic III T6 1,000 3,000 2,000 2-lane warranted Paved Surface warranted
Traffic IV T7 3,000 10,000 6,500 2-lane warranted Paved Surface warranted
Traffic V T8 10,000 30,000 20,000 4-lane warranted Paved Surface warranted
- Standard given for illustration purposes. Proper standards are country specific.
- AADT of motorized 4-tires or more 2-way traffic
Road Condition Categories
Each network type, road type, and traffic category is subdivided into five possible road condi-
tion categories defined as a function of the engineering assessment of the capital road works
(periodic maintenance or rehabilitation works) needed to bring a road to very good condi-
tion. Routine maintenance road works are needed by all roads every year; therefore, they are
not considered on the definition of the road condition classes.
For paved roads, the road condition classes are defined as follows:
a) Very Good: Roads in very good condition require no capital road works.
b) Good: Roads in good condition are largely free of defects, requiring some minor
maintenance works, such as preventive treatment or crack sealing.
c) Fair: Roads in fair condition are roads with defects and weakened structural resis-
tance, requiring resurfacing of the pavement (periodic maintenance), but without
the need to demolish the existing pavement.
7
d) Poor: Roads in poor condition require rehabilitation (strengthening or partial recon-
struction).
e) Very Poor: Roads in very poor condition require full reconstruction, almost equiva-
lent to new construction.
For gravel roads, the road condition classes are defined as follows:
b) Good: Roads in good condition are roads that require only spot regraveling.
c) Fair: Roads in fair condition require regraveling (periodic maintenance).
d) Poor: Roads in poor condition require partial reconstruction.
For earth roads, the road condition classes are defined as follows:
b) Good: Roads in good condition are roads that require only spot repairs.
c) Fair: Roads in fair condition require heavy grading (periodic maintenance).
d) Poor: Roads in poor condition require partial reconstruction.
Table 5 presents a summary of the capital road works needed to bring a road to very good
condition by surface type.
Table 5. Capital Road Works Needed to Bring a Road to Very Good Condition
Capital Road Works Needed to Bring a Road to Very Good Condition

Condition
Category Bituminous Roads Gravel Roads Earth Roads
Very Good None None None
Good Preventive Treatment Spot Regraveling Spot Repairs
Fair Resurfacing Regraveling Heavy Grading
Poor Strengthening Partial Reconstruction Partial Reconstruction
Very Poor Full Reconstruction Full Reconstruction Full Reconstruction
Figure 1 presents the road condition categories of bituminous roads, taking into account the
area of cracking and the pavement age.
8
Figure 1. Road Condition Categories of Bituminous Roads
100
Very Poor
90
80
70
Cracking Area (%)
60
50 Poor
40
30
Fair
20
Good
10 Very Good
0
0 2 4 6 8 10 12 14 16 18 20
Year
To assess the consequences to the road agency, the infrastructure, and the economy of apply-
ing different maintenance and rehabilitation standards, RONET needs to associate an average
roughness value to each road condition category. Table 6 presents the default RONET basic
characteristics of each road condition class in terms of roughness and the corresponding car
speeds on a flat terrain for unpaved roads. The roughness values are country-specific and
user-defined at the RONET Basic Configuration page. Note that the car speeds are given for
illustrative purposes and are not being used by the RONET model.
RONET is by default configured to reflect average road characteristics that are applicable to
African conditions. If needed, RONET can be configured to reflect other local conditions. On
the configuration pages, cells with bright yellow backgrounds indicate country-specific in-
puts that you are expected to modify, whereas cells with dim yellow background indicate
user-defined RONET defaults that most likely you will not modify.
9
Table 6. Default RONET Basic Characteristics of Each Road Condition Class
Surface Condition Roughness (IRI m/km) Speeds
Type Category Minimum Maximum Average (km/hr)

Concrete Very Good 1.0 2.5 2.0
Good 2.5 3.5 3.0
Fair 3.5 6.0 4.0
Poor 6.0 10.0 8.0
Very Poor 10.0 16.0 12.0
Asphalt Very Good 1.0 2.5 2.0

Good 2.5 3.5 3.0
Fair 3.5 5.5 4.5
Poor 5.5 10.5 8.0
Very Poor 10.5 16.0 12.0
S.T. Very Good 1.0 3.5 3.0
Good 3.5 4.5 4.0
Fair 4.5 6.5 5.5
Poor 6.5 11.5 9.0
Very Poor 11.5 16.0 13.0
Gravel Roads Very Good 1.0 6.0 5.0 90-110
Good 6.0 9.0 7.0 70-90
Fair 9.0 13.5 11.0 40-70
Poor 13.5 18.0 16.0 30-40
Very Poor 18.0 25.0 20.0 20-30
Earth Roads Very Good 1.0 8.0 7.0 90-110
Good 8.0 11.0 9.0 70-90
Fair 11.0 15.5 13.0 40-70
Poor 15.5 20.0 18.0 30-40
Very Poor 20.0 25.0 22.0 20-30
Speeds represent range of car speeds at the dry season on a flat terrain
10
SOFTWARE CHARACTERISTICS
RONET is implemented on a Microsoft Office Excel 2003 workbook. To run RONET, open
the following Excel workbook:
RONET v1.0 - Main Module - 2007-06-06.xls
RONET relies on Excel macros to perform its calculations; therefore, Excel has to be config-
ured to enable Excel macros. If Excel is properly configured, you will get the following mes-
sage when opening the RONET Excel workbook.
In this case, select the option “Enable Macros” to go to the RONET main menu.
If Excel is not properly configured, you will get the following message when opening the
RONET Excel workbook, indicating that the Excel security level is set to high.
11
To be able to run the RONET macros, you should change the Excel security level to a me-
dium setting by following the steps below:
1. Select the Tools menu option of Excel and then select Options. At the Options tabs,
select the Security tab and press the button Macro Security. In the resulting Security
dialog, set the security level to Medium by clicking the Medium radio button. See the
screenshots below.
12
2. Close the Excel workbook and any other instances of the Excel application currently
running on the computer.
3. Open the RONET Excel workbook again and click the Enable Macros button at the
Security Warning dialog, to allow for the macros to run.
When you open RONET, you are presented with the following RONET main menu:
Road Network Evaluation Tools

Version 1.0, 6/6/2007
Configuration Inputs Calculations Outputs
O-Length & Utilization

C-Basic Configuration I-Country Data Current Condition Assessment O-Asset Value
I-Road Network Length O-Roughness
O-Network Distribution Charts
O-Network Monitoring Indicators
Performance Assessment O-Network Performance

C-Basic Configuration I-Country Data O-Road Works Distribution
C-Standards Configuration I-Road Network Length PAM O-Road Works Summary
I-Historical Data O-Historical Data Comparison
The World Bank

Washington, D.C.
The menu is subdivided into the following areas:

Configuration: presents pages where you can configure the model
Inputs: presents pages where you enter the model input parameters
Calculations: presents buttons that you press to perform calculations
Outputs: presents pages that store the results of the calculations
To view a particular page, press the corresponding hyperlink (page name) and you will be
directed to that page. If you are viewing a Configuration, Input, or Output page and want to
return to the main menu, press the M hyperlink that is placed on the top left corner of the
page (cell A1). All pages are formatted to be printed; therefore, if needed, use the Excel print
options to print any page.
The first RONET module is the module that performs the network current condition assess-
ment. On this module, there is no need to press any button to compute the results, which are
all computed with Excel formulas.
The second RONET module is the module that performs the network performance assess-
ment. On this module, there is a need to press the corresponding “Performance Assessment”
button to compute the results, which are computed using Excel macros. Note the following:
When you press the Performance Assessment button, RONET asks if you want to
keep the intermediate results of the calculations on a temporary workbook. If you se-
lect Yes, all the intermediate results are stored on a new workbook created automati-
13
cally by RONET. The new workbooks are named “Book1,” “Book2,” “Book3,” and
so on. Once you are done reviewing a temporary workbook, you can close it or save
it if necessary (saving with a different name if necessary). If you select No, then no
temporary workbook is created.
To compute the results takes between two and five minutes, depending on the com-
puter processing speed. The status of the calculations is presented on the Excel status
line at the bottom left corner of the screen. When all the calculations are done, the
model presents a message indicating the end of the calculations and the duration of
the calculations.
When you are displaying a Configuration, Input, or Output page, you will notice that some
cells have a yellow background. These cells with the yellow backgrounds are input cells where
you enter your input data or your model output choices. Cells with bright yellow back-
grounds indicate country-specific inputs that you are expected to modify, whereas cells with
dim yellow backgrounds indicate user-defined RONET defaults that most likely you will not
need to modify. All the cells with a white background contain labels (black font) or formulas
(blue font). You are only allowed to edit the input cells with yellow backgrounds because all
other cells are protected. If you need to unprotect a page, select the Tools menu option of
Excel, and then select Protection and Unprotect Sheet.
RONET can be used with any currency, but the numerical fields and decimal places are set
up to fit U.S. dollars and all RONET default values are provided in U.S. dollars. If you decide
to use any other currency, you have to be careful to enter all the inputs and default values
using the same currency on all RONET configuration and input pages. In that case, all the
results will be presented in that currency.
To carry out a current condition assessment, follow the steps below.

If necessary, modify the basic configuration
Enter the country data
Enter the network data
View and the corresponding output pages
To carry out a performance assessment, follow the steps below.
If necessary, modify the basic configuration, if you had not done that before
If necessary, modify the standards configuration
Enter the country data, if you had not done that before
Enter the network data, if you had not done that before
Enter the historical data
View and the corresponding output pages, selecting on row 1 a corresponding sur-
face class, standard, road work type, or period
14
Part B - Configuration
BASIC CONFIGURATION
Management Types
On the Basic Configuration page, the first option is to define the possible management re-
sponsibility types present in the country. RONET shows, as one of its outputs, the required
road agency costs and other indicators summarized by these management types. The default
management types are given below:
Private sector: roads that are under the jurisdiction of concessionaires
National road agency: roads that are under the jurisdiction of the national road
agency
Regional road agencies: roads that are under the jurisdiction of regional, provin-
cial or state governments
Local road agencies: roads under the jurisdiction of district or local governments
Urban municipalities: roads, streets and avenues that are under the jurisdiction
of city or town governments
Network Types
The second option defines the names of the five network types characterized for the country
or partial road network. For example, one can subdivide a network by functional classifica-
tion, geographical region, or terrain. The default values define the network types by func-
tional classification (Primary, Secondary, Tertiary, Unclassified, or Urban) as shown in table
7.
Table 7. Network Types
Terrain Environment
Network Type Type Management
Type (1 to 3) (1 to 23) Type
Primary 2 12 Highway Authority

Secondary 2 12 Highway Authority
Tertiary 2 12 Feeder Roads
Un-Eng. 2 12 Local Government
Urban 2 12 Urban Roads
The network types can be defined differently on different countries. For example, in China,
the network types could be defined as: Expressway, Class I, Class II, Class III, and Class IV
15
roads, and on another country, where all roads are managed by only one road entity, the
network types could represent different regions of the country: North, South, Center, East,
and West. Therefore, it is expected that most users will configure the definition of the net-
work types to reflect local conditions. Some examples are given in table 8.
Table 8. Default and Alternative Configurations
Default Alternative
Configuration Configurations Examples
Network Types by Types by Types by
Type Functional Geographic Region Terrain Type
Class
1 Primary North Region Flat Terrain
2 Secondary South Region Hilly Terrain
3 Tertiary Eastern Region Mountainous Terrain
4 Unclassified Western Region NA
5 Urban Central Region NA
Once the network types are defined, you then define, for each network type, the average ter-
rain type (1 to 3), environment type (1 to 23), and the management entity (management
type) responsible for management of the network type. Each terrain type and environment
type is identified by an identification number.
Terrain Types
The average physical characteristics of the three possible terrain types (1-flat, 2-hilly or 3-
mountainous) vary by country; therefore, they are defined at the Basic Configuration page.
Here you enter the corresponding average Rise & Fall, in m/km, and Horizontal Curvature,
in degrees/km, of each terrain type, following the HDM-4 definitions of Rise & Fall and
Horizontal Curvature. The default RONET values given in table 9 are based on worldwide
averages. It is expected that you will adjust these values to reflect local conditions only if local
data are readily available on existing HDM-4 studies.
Table 9. Terrain Types
Terrain Rise & Horizontal

Type Terrain Fall Curvature
(1 to 3) Classification (m/km) (deg/km)
1 Flat 0 0
2 Hilly 40 100
3 Mountainous 80 300
16
Environmental Types
The Basic Configuration page allows for the definition of 23 possible environment types de-
fined by function of the moisture and temperature classification. Here you can enter, for
each environment type, the average rainfall, in mm/month, and the HDM-4 environment
coefficient of road deterioration for paved roads. The default values are given below in figure
9. It is expected that very few users will modify the environmental coefficients of road dete-
rioration for paved roads. These coefficients can only be adjusted after a detailed calibration
of the HDM-4 road deterioration equations, which typically is not readily available.
Table 10. Environment Types
Environment Environment
Moisture Temperature Rainfall
Type Coefficient
Classification Classification (mm/month)
(1 to 23) (#)
1 Arid Tropical 15 0.005

2 Arid Sub-tropical Hot 15 0.100
3 Arid Sub-tropical Cool 15 0.015
4 Arid Temperate Cool 15 0.025
5 Arid Temperate Freeze 15 0.040
6 Semi-arid Tropical 50 0.010
7 Semi-arid Sub-tropical Hot 50 0.015
8 Semi-arid Sub-tropical Cool 50 0.025
9 Semi-arid Temperate Cool 50 0.035
10 Semi-arid Temperate Freeze 50 0.060
11 Sub-humid Tropical 100 0.020
12 Sub-humid Sub-tropical Hot 100 0.025
13 Sub-humid Sub-tropical Cool 100 0.040
14 Sub-humid Temperate Cool 100 0.060
15 Sub-humid Temperate Freeze 100 0.100
16 Humid Tropical 175 0.025
17 Humid Sub-tropical Hot 175 0.030
18 Humid Sub-tropical Cool 175 0.060
19 Humid Temperate Cool 175 0.100
20 Humid Temperate Freeze 175 0.200
21 Per-humid Tropical 210 0.030
22 Per-humid Sub-tropical Hot 210 0.040
23 Per-humid Sub-tropical Cool 210 0.070
17
Road Condition Classes
The next Basic Configuration page option is to define (per surface type) for each of the five
road condition categories (Very Good, Good, Fair, Poor and Very Poor), the roughness char-
acteristics (average, minimum, and maximum), the number of years since the last periodic
maintenance or rehabilitation road work, and the estimate of the percent of roads that are
seasonal. The default values are given in table 11. It is expected that few users in Africa will
modify the default roughness values and the years since the last periodic maintenance or re-
habilitation road work. Users in other regions might adjust these values to reflect local condi-
tions. Users might want to adjust the percent of roads that are seasonal, which is a rough es-
timate of the percent of the road in each road condition class that are not all-weather roads,
because this is a country-specific input.
Table 11. Default Values for Road Condition Classes
Surface Condition Avg. Roughness Min. Roughness Max. Roughness Last Periodic
Type Category (IRI) (IRI) (IRI) Maint.
(years)
Concrete Very Good 2.0 1.0 2.5 1
Good 3.0 2.5 3.5 5
Fair 4.0 3.5 6.0 10
Poor 8.0 6.0 10.0 15
Very Poor 12.0 10.0 16.0 20
Asphalt Very Good 2.0 1.0 2.5 1
Good 3.0 2.5 3.5 5
Fair 4.5 3.5 5.5 10
Poor 8.0 5.5 10.5 15
Very Poor 12.0 10.5 16.0 20
S.T. Very Good 3.0 1.0 3.5 1
Good 4.0 3.5 4.5 5
Fair 5.5 4.5 6.5 10
Poor 9.0 6.5 11.5 15
Very Poor 13.0 11.5 16.0 20
Gravel Very Good 5.0 1.0 6.0 NA
Good 7.0 6.0 9.0 NA
Fair 11.0 9.0 13.5 NA
Poor 16.0 13.5 18.0 NA
Very Poor 20.0 18.0 25.0 NA
Earth Very Good 7.0 1.0 8.0 1
Good 9.0 8.0 11.0 2
Fair 13.0 11.0 15.5 3
Poor 18.0 15.5 20.0 4
Very Poor 22.0 20.0 25.0 5
18
Traffic Levels
RONET considers nine possible traffic levels (T1 to T9). At the Basic Configuration page,
you define the average, minimum and maximum daily traffic of each traffic level. The default
values are given in table 12. It is expected that few users will modify these default values.
Table 12. Default Values for Traffic Levels
Traffic Avg. Traffic Min. Traffic Max. Traffic

Level (AADT) (AADT) (AADT)
T1 5 0 10
T2 20 10 30
T3 65 30 100
T4 200 100 300
T5 650 300 1,000
T6 2,000 1,000 3,000
T7 6,500 3,000 10,000
T8 20,000 10,000 30,000
T9 65,000 30,000 100,000
Traffic Categories
Finally, you define the traffic level that is associated to each of the five traffic category (Traffic
I, Traffic II, Traffic III, Traffic IV, and Traffic V), per surface type, and the structural number
of each traffic category for paved roads. The structural number represents the modified
structural number at the time of construction or last rehabilitation of the road, computed as
defined on the HDM-III7 documentation, equal to the structural number computed follow-
ing American Association of State Highway & Transportation Officials (AASHTO) guide-
lines, plus adding the strength contribution of sub-grade. The default values are given in ta-
ble 13. It is expected that very few users will modify these default traffic levels per traffic cate-
gory.
19
Table 13. Default Values for Traffic Categories
Surface Traffic Traffic Level Avg. Traffic Min. Traffic Max. Traffic Structural
Type Category (T1 to T9) (AADT) (AADT) (AADT) Number
for Paved
Roads (#)
Concrete Traffic I T4 200 100 300 6.0
Traffic II T5 650 300 1000 6.0
Traffic III T6 2000 1000 3000 6.0
Traffic IV T7 6500 3000 10000 6.0
Traffic V T8 20000 10000 30000 8.0
Asphalt Traffic I T4 200 100 300 1.5
Traffic II T5 650 300 1000 2.0
Traffic III T6 2000 1000 3000 3.0
Traffic IV T7 6500 3000 10000 5.0
Traffic V T8 20000 10000 30000 8.0
S.T. Traffic I T4 200 100 300 1.5
Traffic II T5 650 300 1000 2.0
Traffic III T6 2000 1000 3000 3.0
Traffic IV T7 6500 3000 10000 5.0
Traffic V T8 20000 10000 30000 8.0
Gravel Traffic I T2 20 10 30 NA
Traffic II T3 65 30 100 NA
Traffic III T4 200 100 300 NA
Traffic IV T5 650 300 1000 NA
Traffic V T6 2000 1000 3000 NA
Earth Traffic I T1 5 0 10 NA
Traffic II T2 20 10 30 NA
Traffic III T3 65 30 100 NA
Traffic IV T4 200 100 300 NA
Traffic V T5 650 300 1000 NA
STANDARDS CONFIGURATION
The Standards Configuration page defines the characteristics of the road work standards to
be evaluated at the Performance Assessment Module. Therefore, the inputs on this page do
not affect the results of any other RONET module. On this page, you configure the following
parameters.
Custom Standard
Capital Road Works Standards
Recurrent Maintenance Works Standards
20
Custom Standard Configuration
The custom standards definition table is used to describe the custom standard to be evalu-
ated. On this table, you define for each network type the road work standard that will be ap-
plied under this overall custom standard. For example, one can define to apply the high stan-
dard on primary and urban roads, the medium standard on secondary and tertiary roads,
and the very low standard on unclassified roads. The custom standard summarizes the over-
all results of applying the selected standards on the corresponding network types. The default
values are given in table 14. These are country- or study-specific values; therefore, it is ex-
pected that you will change these values.
Table 14. Custom Standards Definition
Select a Standard per Network Type

Code Network Type Standard Name Standard No.
R Primary High Standard 2
S Secondary Medium Standard 3
T Tertiary Medium Standard 3
U Unclassified Very Low Standard 5
V Urban High Standard 2
Capital Road Works Standards Configuration
This table defines the capital road works (periodic maintenance and rehabilitation works) to
be applied on each standard to be evaluated. The default values for concrete and asphalt con-
crete roads are given below in table 15. Most likely these default values are applicable for
most countries worldwide; therefore, it is expected that few users will modify these default
values.
Table 15. Concrete and Asphalt Roads Default Values
Roughness Thresholds to Apply Recommended Road Works (IRI, m/km)

Roughness Range and Required Road Work
IRI<=4.0 4.0<IRI<=6.0 6.0<IRI<=8.0 8.0<IRI<=10.0 10<IRI

Scenario Overlay Overlay Strengthening Reconstruction Reconstruction
Code Name Roughness Threshold (IRI)
A Very High Standard 3.00 4.00 6.00 8.00 10.00
B High Standard 3.25 4.50 6.50 8.50 10.50
C Medium Standard 3.50 5.00 7.00 9.00 11.00
D Low Standard 3.75 5.50 7.50 9.50 11.50
E Very Low Standard 4.00 6.00 8.00 10.00 12.00
F Do Minimum 99.00 99.00 99.00 99.00 14.00
G Do Nothing 99.00 99.00 99.00 99.00 99.00
21
On this table you define, for each roughness range, the roughness thresholds when the re-
quired capital road works will be applied. For example, for a road with current roughness of
less than 4.0 IRI, on a very high standard scenario, the required overlay (periodic mainte-
nance) will be applied when the road reaches 3.0 IRI, and on a very low standard scenario,
when the road reaches 4.0 IRI. For roads with less than 6.0 IRI, the required road works are
overlays; for roads between 6.0 and 8.0 IRI, the required road works are thick overlays
(strengthening), and for roads with roughness higher than 8.0 IRI, the required road works
are reconstructions.
The default values for surface treatment roads are given in table 16. Most likely these default
values are applicable for most countries worldwide; therefore, it is expected that few users
will modify these default values.
Table 16. Default Values for Surface Treatment Roads
Time Interval and Roughness Thresholds to Apply Recommended Road Works (IRI, m/km)
Roughness Range and Required Road Work
IRI<=4.0 4.0<IRI<=6.0 6.0<IRI<=8.0 8.0<IRI<=10.0 10<IRI
Scenario Reseal Reseal Strengthening Reconstruction Reconstruction
Code Name Time Interval (years) Roughness Threshold (IRI)

A Very High 7 7 6.00 8.00 10.00
Standard
B High Stan- 9 9 6.50 8.50 10.50
dard
C Medium 11 11 7.00 9.00 11.00
Standard
D Low Standard 13 13 7.50 9.50 11.50
E Very Low 15 15 8.00 10.00 12.00
Standard
F Do Minimum 99 99 99.00 99.00 99.00
G Do Nothing 99 99 99.00 99.00 99.00
In this case, reseals are the work required for roads with roughness less than 6.0 IRI, and the
reseals are scheduled at a fixed time interval in years. On this table, you define, for each
roughness range, the roughness thresholds when the required capital road works will be ap-
plied for roads with roughness higher than 6.0 IRI, and the frequency of the reseals for roads
with roughness less than 6.0 IRI. For example, for a road with current roughness less than 4.0
IRI, on a very high standard scenario, the required reseal (periodic maintenance) will be ap-
plied every seven years, and on a very low standard scenario, every 15 years.
RONET uses a simplified HDM-4 road deterioration equation to estimate the roughness
progression over time as a function of the following road characteristics: (i) current rough-
ness, (ii) road strength (modified structural number), (iii) pavement age, (iv) traffic loading
(annual equivalent standard axles), and (v) environment coefficient (see annex 1). The capi-
tal road works are applied when the corresponding roughness or pavement age thresholds are
22
reached. Figure 2 presents, for example, the road deterioration of a road with 3.0 IRI under
different standards.
Figure 2. Road Deterioration under Different Standards

7.0
6.0
5.0
Very High Standard
Roughness (IRI, m/km)
High Standard
4.0
Medium Standard
Low Standard
Very Low Standard
3.0
Do Minimum
Do Nothing
2.0
1.0
0.0
0 2 4 6 8 10 12 14 16 18 20
Year
The default values for gravel roads are given below in table 17. The left sub-table defines the
regraveling postponement, in years, for each standard scenario. Most likely, these default
values are applicable for most countries worldwide. The right sub-table defines the corre-
sponding country specific average roughness of each standard scenario, and the bottom sub-
table defines the average gravel characteristics, which are country-specific inputs.
Table 17. Default Values for Gravel Roads
Regraveling Postponement (years) Average Yearly Roughness Level (IRI, m/km)

Scenario Postponement Scenario Roughness
Code Name (years) Code Name (IRI)
A Very High Standard 0 A Very High Standard 5
B High Standard 1 B High Standard 7
C Medium Standard 2 C Medium Standard 11
D Low Standard 3 D Low Standard 16
E Very Low Standard 4 E Very Low Standard 20
F Do Minimum 5 F Do Minimum 22
G Do Nothing 999 G Do Nothing 25
23
Gravel Characteristics
Suggested Values for Different Gravel Types
Characteristic Value Quartzitic Lateritic Coral Volcanic
Gravel Plasticity Index (%) 10.1 9.1 10.1 13.0 17.0
Gravel Material Passing 0.075 mm Sieve
(%) 25.5 24.2 25.5 25.0 23.5
Gravel Characteristics
Suggested Values for Different Gravel Types
Characteristic Value Quartzitic Lateritic Coral Volcanic
Gravel Plasticity Index (%) 10.1 9.1 10.1 13.0 17.0
Gravel Material Passing 0.075 mm Sieve
(%) 25.5 24.2 25.5 25.0 23.5
RONET uses the HDM-4 gravel loss deterioration equation to estimate the gravel loss over
time as a function of the following road characteristics: (i) gravel characteristics, (ii) road
geometry, (iii) road rainfall, and (iv) average daily traffic (see annex 2). On a very high stan-
dard scenario, the regraveling is applied when the gravel thickness reaches 50 mm (optimal
case without budget constraints). On the other scenarios, the regraveling is applied after the
user-defined years of postponement has elapsed after the regraveling year estimated for the
very high standard. For example, if under the very high standard, the optimal year is year 6
(computed based on the HDM-4 equations), then under the very low standard, the regravel-
ing is applied on year 10 after the user-defined four years of postponement. The regraveling
frequency and the recurrent maintenance determine the average roughness of gravel roads.
On RONET, the average roughness of gravel roads for each standard is not computed using
some equations; it is user-defined in the right sub-table.
The default values for earth roads are given below in table 18. The left sub-table defines the
heavy grading interval, in years, for each standard scenario. Most likely, these default values
are applicable for most countries worldwide. The right sub-table defines the corresponding
average roughness of each standard scenario. These are country-specific inputs.
Table 18. Default Values for Earth Roads
Earth Roads Heavy Grading Interval (years) Average Yearly Roughness Level (IRI, m/km)
Scenario Interval Scenario Roughness
Code Name Years Code Name (IRI)
A Very High Standard 2 A Very High Standard 7
B High Standard 4 B High Standard 9
C Medium Standard 6 C Medium Standard 13
D Low Standard 8 D Low Standard 18
E Very Low Standard 10 E Very Low Standard 22
F Do Minimum 12 F Do Minimum 24
G Do Nothing 999 G Do Nothing 25
24
RONET adopts the user-defined time interval of heavy grading to characterize each standard
scenario. The interval of heavy grading and the recurrent maintenance determine the average
roughness of earth roads. On RONET, the average roughness of earth roads for each stan-
dard is not computed using some equations; it is user-defined in the right sub-table.
Recurrent Maintenance Works Standards Configuration
Table 19 defines the recurrent maintenance works costs multipliers to be applied on each of
the standards to be evaluated. The default values are given in table 19. Most likely these de-
fault values are applicable for most countries worldwide; therefore, it is expected that few
users will modify these default values.
Table 19. Recurrent Maintenance Works Standards Configuration
Recurrent Maintenance Costs Multipliers

Scenario Surface Type
Code Name Concrete Asphalt S.T. Gravel Earth
A Very High Standard 1.00 1.00 1.00 1.00 1.00
B High Standard 0.90 0.90 0.90 0.90 0.90
C Medium Standard 0.75 0.75 0.75 0.75 0.75
D Low Standard 0.50 0.50 0.50 0.50 0.50
E Very Low Standard 0.25 0.25 0.25 0.25 0.25
F Do Minimum 0.10 0.10 0.10 0.10 0.10
G Do Nothing 0.00 0.00 0.00 0.00 0.00
On this table you define, for each surface type, the recurrent maintenance cost multipliers
applicable to each standard scenario. For example, for the very high standard scenario, for
asphalt roads, the recurrent maintenance costs defined at the Country Data page are multi-
plied by 1.00, whereas for the very low standard scenario, the recurrent maintenance costs
defined at the Country Data page are multiplied by 0.25. Note that the average roughness of
unpaved roads (defined before) is greatly related to the level of expenditures for recurrent
maintenance of unpaved roads; therefore, you have to enter coherent values in both tables.
Paved Roads Deterioration Calibration Coefficients
This table allows for configuring the paved roads deterioration calibration coefficients for
concrete, asphalt, and surface treatment roads. The a1 coefficient multiplies the modified
structural number of the road, and the a2 coefficient multiplies the pavement age to replace
the surface distress and rutting components of the roughness deterioration (see annex 1). It
is expected that few users will modify these default values, and will do so only after perform-
ing an HDM-4 roughness progression calibration effort.
25
Part C - Input Data
COUNTRY DATA
On this page you enter the basic country data that is composed of the following elements:
Name and Year

Basic Characteristics
Traffic Growth and Pavement Width
Capital Road Works Unit Costs
Recurrent Maintenance Works Unit Costs
Traffic Levels Characteristics
Vehicle Fleet Unit Road User Costs Relationship to Roughness
Name and Year
Here you enter the name of the country, or the name of the region of the country or road
agency being evaluated. RONET is set up to evaluate an entire road network of a country, but
in some circumstances RONET can be used to evaluate only a region of a country; for exam-
ple, a state or a province of a country or a partial network managed by a road agency. Here
you also enter the year of the road network data and basic country characteristics. The year is
entered for reference purposes; it is not used in the calculations.
Basic Characteristics
At this table, you enter the country figures that are used by the network performance assess-
ment module (discount rate), as well as used to compute the network monitoring indicators:
Land area (sq km): a country’s total area, excluding areas under inland bodies of wa-
ter and some coastal waterways
Total population (million persons): the mid-year estimates of all residents regardless
of legal status or citizenship
Rural population (million persons): the mid-year population of areas defined as ru-
ral in each country and reported to the United Nations
GDP at current prices ($ billion): the gross domestic product at current prices that is
the sum of the gross value added by all resident producers in the economy, plus any
product taxes and minus any subsidies not included in the value of the products
Total vehicle fleet (vehicles): the number of road motor vehicles registered at a given
date in a country and licensed to use roads open to public traffic
27
Discount rate (%): the planning discount rate adopted by the country
The first four of these indicators can be found at the following World Bank Website:
http://go.worldbank.org/45B5H20NV0
Traffic Growth and Pavement Width
You define the expected annual traffic growth rate over the 20-year evaluation period and the
average pavement width per network type. Currently the pavement widths are not being used
in the calculations.
The RONET default values for basic characteristics and for traffic growth and pavement
width are for a fictitious country; therefore, you must change them to reflect local conditions.
Capital Road Works Unit Costs
On RONET, the road agency road works are classified in the following manner:
Capital Road Works

- Periodic Maintenance
- Rehabilitation
- New Construction
Recurrent Maintenance Works
- Annual Works on Carriageway
- Annual Works outside Carriageway
Here you enter the unit costs of the capital road works defined for each surface type, in $ per
km for a two-lane road. RONET works with two-lane equivalent road classes. The possible
capital road works, which are a function of the current road condition and network type, are
shown in table 20.
Strengthening and reconstruction of paved roads and partial reconstruction, or full recon-
struction of unpaved roads are considered as rehabilitation works. The road works applied to
roads in good and fair condition are considered periodic maintenance works.
28
Table 20. Possible Capital Road Works
Surface Current Condition Road Work Road Work Type

Concrete Good Condition Preventive Treatment Periodic Maintenance
Fair Condition Resurfacing (Overlay) Periodic Maintenance
Poor Condition Strengthening (Overlay) Rehabilitation
Very Poor Condi- Reconstruction Rehabilitation
tion New Construction New Construction
No Road
Asphalt Good Condition Preventive Treatment Periodic Maintenance

Fair Condition Resurfacing (Overlay) Periodic Maintenance
No Road
S.T. Good Condition Preventive Treatment Periodic Maintenance

Fair Condition Resurfacing (Reseal) Periodic Maintenance
No Road
Gravel Roads Good Condition Spot Regravelling Periodic Maintenance

Fair Condition Regravelling Periodic Maintenance
Poor Condition Partial Reconstruction Rehabilitation
Very Poor Condi- Full Reconstruction Rehabilitation
No Road
Earth Roads Good Condition Spot Repairs Periodic Maintenance

Fair Condition Heavy Grading Periodic Maintenance
Poor Condition Partial Reconstruction Rehabilitation
Very Poor Condi- Full Reconstruction Rehabilitation
No Road
The unit costs of the capital works could vary by network type (different functional classifica-
tion or different region of the country), for example, because of different design standards;
therefore, if necessary, you can enter different values by network type. Here you also need to
define the basic characteristics of the regraveling, resurfacing, strengthening, and reconstruc-
tion options in terms of surface layer thickness for regraveling, resurfacing, and strengthen-
ing, and resulting modified structural number and roughness for reconstruction.
The default values are given in table 21. It is expected that you will modify these default val-
ues to reflect local conditions. The default values reflect broadly African conditions and were
derived by evaluating the World Bank’s Road Costs Knowledge System5 (ROCKS) that stores
and evaluates information on unit road works unit costs worldwide, and can be download at
the following World Bank Web site: http://worldbank.org/roadsoftwaretools/.
29
Table 21. Default Values in Capital Road Works Unit Costs
Two-Lane Unit Costs of Road Works ($/km) Thickness Reconstruction Characteristics

Surface Typ Current Condition Road Work Primary Secondary Tertiary Unclassified Urban (mm) Structural No. Roughness (IRI)
Concrete Good Condition Preventive Treatment 5,000 4,000 3,000 3,000 5,000
Fair Condition Resurfacing (Overlay) 45,000 36,000 27,000 27,000 45,000 50
Poor Condition Strengthening (Overlay) 130,000 104,000 78,000 78,000 130,000 100
Very Poor Condition Reconstruction 230,000 184,000 138,000 138,000 230,000 3 2.0
No Road New Construction 350,000 280,000 210,000 210,000 350,000
Asphalt MixGood Condition Preventive Treatment 5,000 4,000 3,000 3,000 5,000
Fair Condition Resurfacing (Overlay) 45,000 36,000 27,000 27,000 45,000 50
Surface TreaGood Condition Preventive Treatment 2,000 1,600 1,200 1,200 2,000
Fair Condition Resurfacing (Reseal) 18,000 14,400 10,800 10,800 18,000 12
Gravel Good Condition Spot Regravelling 3,000 2,400 1,800 1,800 3,000
Fair Condition Regravelling 8,000 6,500 5,000 5,000 8,000 150
Poor Condition Partial Reconstruction 17,500 14,000 10,500 10,500 17,500
Very Poor Condition Full Reconstruction 35,000 28,000 21,000 21,000 35,000
Earth Good Condition Spot Repairs 200 100 10 10 200
Fair Condition Heavy Grading 800 400 50 50 800
Poor Condition Partial Reconstruction 8,000 4,000 500 500 8,000
Very Poor Condition Full Reconstruction 25,000 12,500 1,500 1,500 25,000
Recurrent Road Works Unit Costs
Here you enter the unit costs of the recurrent road works for each surface type, in $ per km
per year for a two-lane road. The recurrent road works unit costs vary by current road condi-
tion and network type; therefore, if necessary, you can enter different values by road condi-
tion and network type. Here you enter the total recurrent costs that are the sum of the annual
road works done on the carriageway (for example, grading, pothole patching, and so forth),
and the annual road works done outside the carriageway (for example, shoulder repairs, grass
mowing, and so forth). The default values, which reflect broadly African conditions, are
given in table 22. It is expected that you will modify these default values to reflect local condi-
tions.
30
Table 22. Default Values for Recurrent Maintenance Works Unit Costs
Two-Lane Unit Costs of Road Works ($/km-year)

Surface Type Road Condition Road Work Primary Secondary Tertiary Unclassified Urban
Concrete Very Good Recurrent Maintenance 1,000 750 500 500 1,000
Good Recurrent Maintenance 1,250 938 625 625 1,250
Fair Recurrent Maintenance 1,500 1,125 750 750 1,500
Poor Recurrent Maintenance 750 563 375 375 750
Very Poor Recurrent Maintenance 750 563 375 375 750
Asphalt Mix Very Good Recurrent Maintenance 1,000 750 500 500 1,000
Surface Treatment Very Good Recurrent Maintenance 1,000 750 500 500 1,000
Gravel Very Good Recurrent Maintenance 500 375 250 250 500
Good Recurrent Maintenance 625 469 313 313 625
Fair Recurrent Maintenance 750 563 375 375 750
Earth Very Good Recurrent Maintenance 150 150 50 50 150
Good Recurrent Maintenance 225 225 75 75 225
Fair Recurrent Maintenance 300 300 100 100 300
Traffic Levels Characteristics
On the Basic Configuration page, nine possible traffic levels (T1 to T9) are defined by charac-
terizing their average, minimum, and maximum Average Annual Daily Traffic (AADT). Here
you define the average traffic composition of each traffic level and define for each vehicle
type: (i) the equivalent standard axles (ESA per vehicle), (ii) the average cargo payload per
vehicle (tons per vehicle), and (iii) the average number of passengers per vehicle (passengers
per vehicle). Based on this information, RONET computes for each traffic level: (i) the total
equivalent standard axles per year, in million ESA per year, (ii) the average cargo payload per
vehicle, in tons per vehicle, and (iii) the average number of passengers per vehicle, in passen-
gers per vehicle. The ESA loading is used to compute the road deterioration of paved roads
and the average payload and passengers per vehicle are used to compute the network moni-
toring indicators: annual freight carried over road network (annual ton-km) and annual pas-
sengers carried over road network (annual passenger-km).
The default values, which reflect broadly African conditions, are given in table 23. It is ex-
pected that you will modify these default values to reflect local conditions.
31
Table 23. Default Values for Traffic Levels Characteristics
Traffic Level T1 T2 T3 T4 T5 T6 T7 T8 T9
Average Annual Daily Traffic (AADT) = 5 20 65 200 650 2,000 6,500 20,000 65,000
Vehicle Equivalent Standard Axles Cargo Payload Passengers Typical Traffic Composition (%)
Type (ESA/vehicle) (Tons/vehicle) ersons/vehic (%) (%) (%) (%) (%) (%) (%) (%) (%)
Motorcycle 0.00 0.20 1 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0%
Car Small 0.00 0.10 2 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0%
Car Medium 0.00 0.30 2 24.4% 24.4% 24.4% 24.4% 29.8% 29.8% 29.8% 34.1% 34.1%
Delivery Vehicle 0.01 0.90 2 33.3% 33.3% 33.3% 33.3% 27.2% 27.2% 27.2% 26.8% 26.8%
Four-Wheel Drive 0.02 0.80 2 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0%
Truck Light 0.10 2.40 1 8.9% 8.9% 8.9% 8.9% 6.7% 6.7% 6.7% 4.5% 4.5%
Truck Medium 1.25 5.70 1 10.5% 10.5% 10.5% 10.5% 7.8% 7.8% 7.8% 4.9% 4.9%
Truck Heavy 2.28 10.60 1 3.3% 3.3% 3.3% 3.3% 3.4% 3.4% 3.4% 2.5% 2.5%
Truck Articulated 4.63 22.30 1 2.7% 2.7% 2.7% 2.7% 4.5% 4.5% 4.5% 3.0% 3.0%
Bus Light 0.04 1.25 12 10.6% 10.6% 10.6% 10.6% 15.0% 15.0% 15.0% 16.4% 16.4%
Bus Medium 0.70 2.50 30 3.2% 3.2% 3.2% 3.2% 2.8% 2.8% 2.8% 3.9% 3.9%
Bus Heavy 0.80 3.20 40 3.2% 3.2% 3.2% 3.2% 2.8% 2.8% 2.8% 3.9% 3.9%
Total = 100.0% 100.0% 100.0% 100.0% 100.0% 100.0% 100.0% 100.0% 100.0%
ESA Loading (M ESA/year) = 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000
Payload/Vehicle (tons/vehicle) = 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00
Passengers/Vehicle (persons/vehicle) = 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00
Vehicle Fleet Unit Road User Costs Relationship to Roughness
RONET computes the network road user costs for different maintenance and rehabilitation
standards at the performance assessment module. Road user costs are a function of road
roughness; therefore, there is a need to define the relationship between unit road user costs
and roughness for a particular country. On RONET, this relationship takes the form of the
following cubic polynomial.
Unit Road User Costs ($/vehicle-km) = a0 + a1*IRI + a2*IRI^2 + a3*IRI^3
Where “Unit Road User Costs” represents the unit road use costs of the vehicle fleet, “IRI” is
the roughness of the road, in IRI, m/km, and a0, a1, a2 and a3 are coefficients of the cubic
polynomial.
Here you need to define the coefficients of the cubic polynomial for each traffic level based
on local conditions. To compute these coefficients effortlessly, you can use the World Bank’s
Road User Costs Knowledge System (RUCKS)6 version 1.2 that contains an Excel model de-
signed for this purpose, and presents representative vehicle fleet characteristics for different
regions of the World. RUCKS can be downloaded at the following World Bank Website:
http://worldbank.org/roadsoftwaretools/.
When you compute unit user costs with RUCKS or with any other model, you compute ei-
ther financial (market costs) or economic (without taxes and subsidies) road user costs.
RONET requires financial road user costs; therefore, there is an input factor that represents
the factor to multiply the defined unit road user costs by the cubic polynomials to convert
them to financial costs. The default values, which reflect broadly African conditions, are
given below in table 24. It is expected that you will modify these default values to reflect local
conditions.
32
Table 24. Vehicle Fleet Unit Road User Costs Default Values
Traffic Level T1 T2 T3 T4 T5 T6 T7 T8 T9
Average Annual Daily Traffic (AADT) 5 20 65 200 650 2,000 6,500 20,000 65,000
Unit Road User Costs ($/veh-km) = a0
+ a1*IRI + a2*IRI^2 + a3*IRI^3 a0 coefficient 0.27966 0.27966 0.27966 0.27966 0.28871 0.28871 0.28840 0.27267 0.41310
a1 coefficient -0.00028 -0.00028 -0.00028 -0.00028 -0.00055 -0.00055 -0.00060 -0.00222 0.00613
a2 coefficient 0.00144 0.00144 0.00144 0.00144 0.00148 0.00148 0.00151 0.00173 0.00049
a3 coefficient -0.00003 -0.00003 -0.00003 -0.00003 -0.00003 -0.00003 -0.00003 -0.00004 -0.00002
Factor to multiply defined unit road 1.00
user costs above to convert them to
ROAD NETWORK LENGTH
On this page you enter the network length distribution by network type, surface type, traffic
category, and road condition category. You should enter the two-lane equivalent network
length belonging to each road class, in kilometers. That means if there is a four- lane road,
you should enter the corresponding two-lane equivalent length, which is twice the length of
the four-lane road. If there are no kilometers on the network represented by a road class, you
can enter zero kilometers or leave the cell blank. Figure 3 presents the structure of this page.
Figure 3. Road Network Length Default Values (Country XYZ)
Country XYZ - 2007
Road Network Two-Lane Equivalent Length (km)
Primary Primary
Concrete Asphalt
Condition (IRI) Very Good Good Fair Poor Very Poor Very Good
Condition (IRI) Good Fair Poor Very Poor
Traffic (AADT) 2 3 4 8 12 Total Traffic (AADT) 2 3 4.5 8 12 Total
Traffic I <300 0 Traffic I <300 0 0 0 0 0 0
Traffic II 300-1000 0 Traffic II 300-1000 0 184 39 31 10 264
Traffic III 1000-3000 0 Traffic III 1000-3000 370 341 61 22 0 794
Traffic IV 3000-10000 0 Traffic IV 3000-10000 0 0 0 0 0 0
Traffic V >10000 0 Traffic V >10000 2 97 16 2 0 117
Total 0 0 0 0 0 0 Total 372 622 116 55 10 1,175
Secondary Secondary
Concrete Asphalt
Condition (IRI) Very Good Good Fair Poor Very Poor Very Good
Condition (IRI) Good Fair Poor Very Poor
Traffic (AADT) 2 3 4 8 12 Total Traffic (AADT) 2 3 4.5 8 12 Total
Traffic I <300 0 Traffic I <300 0 0 0 0 0 0
Traffic II 300-1000 0 Traffic II 300-1000 0 41 32 17 0 90
Traffic III 1000-3000 0 Traffic III 1000-3000 0 0 21 6 0 27
Traffic IV 3000-10000 0 Traffic IV 3000-10000 0 0 0 0 0 0
Traffic V >10000 0 Traffic V >10000 0 0 0 0 0 0
Total 0 0 0 0 0 0 Total 0 41 53 23 0 117
The default values are values for a fictitious country; therefore, you must change them.
RONET defines five road condition categories (Very Good, Good, Fair, Poor, and Very
Poor), but in some countries roads are classified in only three or four condition categories.
You will have to judge how best to define the network on RONET, based on the network data
you have available. For example, if you have only three categories (Good, Fair, and Poor),
you can consider the following options: (i) assign 100 percent of the road in Good, Fair, and
Poor condition to the corresponding RONET Good, Fair, and Poor condition categories and
33
leave the RONET Very Good and Very Poor categories blank, or (ii) assign a percentage of
the roads in Good condition to the RONET Very Good condition category, and the remain-
ing percentage of the roads in Good condition to the RONET Good condition category; as-
sign 100 percent of the roads in Fair condition to the corresponding RONET Fair condition
category; assign a percentage of the roads in Poor condition to the RONET Poor condition
category; and the remaining percentage of the roads in Poor condition to the RONET Very
Poor condition category (recommended option). The options are outlined in figure 4.
Figure 4. Options for Assigning Road Condition Categories
Option 1 Option 2
Country RONET Country RONET

Condition Condition Condition Condition
Category Category Category Category
Very Very
Good Good
Good Good Good Good
Fair Fair Fair Fair
Poor Poor Poor Poor
Very Very
Poor Poor
100% in Good to Good x% in Good to Very Good

100% in Fair to Fair 100 - x% in Good to Good
100% in Poor to Poor 100% in Fair to Fair
100 - x% in Poor to Poor
x% in Poor to Very Poor
The network length distribution can be originated from (i) aggregating the outputs of a
Pavement Management System (PMS) or Road Database that presents for each homogene-
ous road section the section length, network type, surface type, traffic category, and condi-
tion category, if needed, transforming the outputs of the PMS to the units of RONET; or (ii)
an engineering estimate of the network length distribution, based on secondary information
and good judgment. Most likely, for primary and secondary roads, a PMS or a Road Data-
base is available or is under development; therefore, an effort should be made to collect the
network data from these sources of information. Most likely, for tertiary roads, unclassified
roads, and urban roads, engineering estimates will be needed.
34
HISTORICAL DATA
On this page you enter (i) the historical average road works expenditures during the last five
years, in M$ per year, and (ii) the historical average road works during last five years, in km
per year. You can enter this information by network type, road work type (rehabilitation,
periodic maintenance, routine maintenance, and total), and surface class (paved, unpaved,
and total). RONET computes on this page the corresponding average road works expendi-
tures during the last five years, in $ per km, for the different road work types and surface
classes.
The information entered into this page is used by the Performance Assessment Module to
compare the required expenditure under different road work standards with the historical
expenditures in the country.
35
Part D - Current Condition Assessment Module
CURRENT CONDITION ASSESSMENT OVERVIEW
This RONET module evaluates the current network condition and presents summary net-
work statistics and network monitoring indicators. The outputs of this module are the fol-
lowing.
Length & Utilization: presents the network length and network utilization distribu-
tion by network type and surface type
Asset Value: presents the network maximum asset value and network current asset
value distribution by network type and surface type
Roughness: presents the average network roughness weighted by km and the average
network roughness weighted by vehicle-km by network type and surface type
Network Distribution Charts: presents network distribution charts of the network
length, utilization, and maximum and current asset value by network type and sur-
face type
Network Monitoring Indicators: presents road network monitoring indicators.
All the results are computed using Excel formulas; therefore, there is no button to press to
compute the results which are recomputed automatically when you change any configuration
data or input data. The Output pages contain tables and charts and are formatted to be
printed; therefore, if necessary, use the Excel print options to print these pages.
LENGTH & UTILIZATION
This output page presents the total network length (km) and total network utilization (mil-
lion vehicle-km) and the distribution by network type, surface type, surface class (paved or
unpaved), road condition category, and traffic category. At the top of the page, there is a ta-
ble of contents where you can select among:
Distribution by Network Type
Distribution by Surface Type
Distribution by Surface Class
Once you select an option, you can view the corresponding distribution by surface type, road
condition and traffic categories. The network length tables are located on the right side and
the utilization tables on the left. To return to the table of contents, press the T hyperlinks
(“T” for Top) located on column B, or use the Excel features to go to the top of the page.
37
The network length values are computed by just summarizing the network length input data.
The network utilization values are computed by multiplying, for each road class, the road
class length times the average daily traffic of the road class. We have the following.
Utilization in Million vehicle-km = Length (km) X Average Daily Traffic (vehicles per day) x
365 (days) / 1,000,000
ASSET VALUE
This output page presents the total network maximum asset value (M $) and total network
current asset value (M $), and the distribution by network type, road type, road condition
category, and traffic category. At the top of the page, there is a table of contents where you
can select among:
Distribution by Network Type

Distribution by Surface Type
Distribution by Surface Class
Once you select an option, you can view the corresponding distribution by surface type, road
condition category, and traffic category. The maximum asset value tables are located on the
right side and the current asset value tables at the left. To return to the table of contents,
press the T hyperlinks located on column B, or use the Excel features to go to the top of the
page.
The asset value computed by RONET refers mostly to the asset value of the pavement. The
maximum asset value is computed by multiplying, for each road class, the road class length
times the new construction unit cost of the corresponding surface type, which was entered at
the Country Data page. We have the following.
Maximum Asset Value in Million $ = Length (km) x New Construction Unit Cost
($/km)/1,000,000
The current asset value is computed by multiplying, for each road class, the road class length
times the current asset value unit costs, which is a defined function of the surface type and
current road condition as given in table 25.
38
Table 25. Surface Type and Current Road Condition
Road Current
Type Condition Current Asset Value Unit Cost
Paved Roads Very Good Construction Unit Cost
Good Construction Unit Cost - Preventive Treatment Unit Cost
Fair Construction Unit Cost - Resurfacing Unit Cost
Poor Construction Unit Cost - Strengthening Unit Cost
Very Poor Construction Unit Cost - Full Reconstruction Unit Cost
Gravel Roads Very Good Construction Unit Cost
Good Construction Unit Cost - Spot Regraveling Unit Cost
Fair Construction Unit Cost - Regraveling Unit Cost
Poor Construction Unit Cost - Partial Reconstruction Unit Cost
Earth Roads Very Good Construction Unit Cost
Good Construction Unit Cost - Spot Repairs Unit Cost
Fair Construction Unit Cost - Heavy Grading Unit Cost
Poor Construction Unit Cost - Partial Reconstruction Unit Cost
We have the following:
Current Asset Value in Million $ = Length (km) X Current Asset Value Unit Cost ($/km)
/1,000,000.
ROUGHNESS
This output page presents the network average roughness weighted by km (IRI, m/km) and
network average roughness weighted by vehicle-km (IRI, m/km) by network type, surface
type, road condition category, and traffic category. At the top of the page, there is a table of
contents where you can select among:
Roughness by Network Type

Roughness by Surface Type
Roughness by Surface Class
Once you select an option, you can view the corresponding roughness by surface type, road
condition category, and traffic category. The average roughness tables weighted by km are
located on the right and the average roughness tables weighted by vehicle-km tables are on
the left. To return to the table of contents, press the T hyperlinks located on column B, or use
the Excel features to go to the top of the page.
39
The network average roughness is computed by assigning to each road class the user- defined
average roughness of the road class that was entered at the Basic Configuration page. The
roughness values of each road class are weighted either by the road class length (km), or by
the road class utilization (vehicle-km) computed by multiplying the road class length by the
average traffic of the road class defined at the Basic Configuration page.
NETWORK DISTRIBUTION CHARTS
This output page presents network distribution charts of the network length, utilization, and
maximum and current asset value by network type and surface type. The charts are produced
from the results presented on the previous output pages.
NETWORK MONITORING INDICATORS
This page presents a road network monitoring indicators table and two user-defined charts.
The road network monitoring indicators table presents monitoring indicators by network
type, subdivided into the following categories.
Network Length
Network Density
Network Condition
Network Standards
Network Utilization
Network Asset
You define the two charts to be presented below the network monitoring indicators table.
Select the two indicators to chart using the drop-down lists on cells B59 and B61, which have
a yellow background. Figure 6 shows the network monitoring indicators computed by
RONET.
40
Figure 6. Network Monitoring Indicators Computed by RONET
Network Monitoring Indicators

Monitoring Indicator
Network length
Road network length km
Road network length that is unpaved km
Road network length that is paved km
Road network length that is paved %
Network Density
Road network per thousand land area km/1000 sq km
Road network per thousand total population km/1000 persons
Road network per thousand rural population km/1000 persons
Road network per thousand vehicles km/1000 vehicles
Road network per $ million GDP km/million $
Paved road network per thousand land area km/1000 sq km
Paved road network per thousand total population km/1000 persons
Paved road network per thousand rural population km/1000 persons
Paved road network per thousand vehicles km/1000 vehicles
Paved road network per $ million GDP km/million $
Network Condition
Percentage of road network in good and fair condition %
Percentage of paved road network in good and fair condition %
Percentage of paved road network with roughness 4 m/km IRI or less %
Paved roads average roughness weighted by km IRI, m/km
Paved roads average roughness weighted by vehicle-km IRI, m/km
Percentage of unpaved roads that are all-weather roads %
Network Standards
Percentage of unpaved roads with 30 AADT or less %
Percentage of unpaved roads with 300 AADT or more %
Percentage of paved roads with 300 AADT or less %
Percentage of paved roads with 10,000 AADT or more %
Network Utilization
Annual motorized vehicle utilization million vehicle-km
Annual freight carried over road network million ton-km
Annual passengers carried over road network million ton-km
Average network annual average daily traffic vehicles/day
Network Asset
Current Road asset value million $
Current Road asset value as a share of maximum road asset value %
Current Road asset value as a share of GDP %
41
Part E - Performance Assessment Module
PERFORMANCE ASSESSMENT OVERVIEW
The objective of this module is to assess the consequences of applying different road works
standards that represent different levels of road works expenditures over time. The conse-
quences are presented on the road works requirements, financial cost, road condition, asset
value, and so on. Figure 7 illustrates the process.
Figure 7. Consequences of Applying Different Road Works Standards
Standards Consequences
Very High Standard Road Works
High Standard Performance Financial
Medium Standard Assessment Economic
Low Standard Condition
Road
Very Low Standard Asset Value
Network
Do Minimum Road Users
Do Nothing Etc.
Custom Standard
This module evaluates the performance of the network under different road works standards
over a 20-year evaluation period. The user-defined road works standards are the following:
Very High Standard

High Standard
Medium Standard
Low Standard
Very Low Standard
Do Minimum
Do Nothing
Custom Standard
The very high standard represents a scenario without budget constraints but with an optimal
level of periodic maintenance and rehabilitation works. The high, medium, low and very low
standards represent scenarios of decreasing levels of road works expenditures. The “do
minimum” standard represents a scenario where the only capital road work applied over the
evaluation period is reconstruction, at a very high roughness. The “do nothing” standard
represents a scenario where no capital road works are applied over the evaluation period. On
43
all these cases, the defined standard is applied to all road networks types. On the custom
standard, you define, at the Standards Configuration Page, the standard (Very High, High,
Medium, Low, Very Low, Do Minimum or Do Nothing) to apply to each road network type.
The outputs of this module are the following.

Network Performance: presents the consequences to the total, paved or unpaved
network of applying the different road works standards (road expenditure levels).
Consequences are presented in terms of:
- Road Agency Costs
- Society Costs
- Road Users Costs
- Network Asset Value
- Network Roughness
- Network Condition
- Annual Road Agency Costs
- Annual Road Agency Costs by GDP
Road Works Distribution: presents, for a user-selected standard, the distribution of
the recurrent maintenance, periodic maintenance and rehabilitation costs, and road
works length by network type, management type, surface type, and surface class, for
years 1 to 5, 6 to 20 and 1 to 20. The output tables present: (i) total road works costs
(M$); (ii) annual road works costs (M$/year); (iii) annual road works costs per km
($/km-year); and (iv) annual road works length (km/year).
Road Works Summary: presents for a user-selected standard, period (years 1 to 5, 6
to 20 or 1 to 20), and road work type (recurrent maintenance, periodic maintenance,
rehabilitation, or all works), a summary of the distribution, by network type, man-
agement type and surface type, of the following: (i) road works costs; (ii) current
network length, (iii) current network utilization; and (iv) current network asset
value.
Historical Data Comparison: presents, for a user-selected standard, each network
type and road work type: (i) the historic expenditures over the last five years, (ii) the
required expenditures over the next five years, and (iii) the ratio between the re-
quired per historic expenditures.
All the results are computed using Excel macros; therefore, you have to press the button
“Performance Assessment” located at the main menu to compute the results. The results are
not recomputed automatically when you change any configuration data or input data. When
you press the button “Performance Assessment,” RONET asks if you want to keep the inter-
mediate results of the calculations in a temporary workbook. If you select Yes, all the inter-
mediate results are stored in a new workbook that is created every time you select Yes at this
option. The new workbooks are named “Book1,” “Book2,” “Book3,” and so on. Once you
have reviewed one of the temporary workbooks, you can close it or save it if necessary (sav-
ing with a different name if necessary). If you select No, then no temporary workbook is cre-
44
ated. To compute the results can take between 2 and 5 minutes, depending on the computer
processing speed. The status of the calculations is presented on the Excel status line at the
bottom left corner of the screen. When all the calculations are done, the model presents a
message indicating the end of the calculations and the duration of the calculations.
The characteristics of the road works standards are country-specific; therefore, you define the
characteristics of the road works standards at the Standards Configuration page.
NETWORK PERFORMANCE
This page presents the consequences of applying different road works standards (road ex-
penditure levels). The consequences are presented in terms of:
Road Agency Costs
Society Costs
Road Users Costs
Network Asset Value
Network Roughness
Network Condition
Annual Road Agency Costs
Annual Road Agency Costs by GDP
On cell D1, you select, from the list of available choices, whether you want to view the conse-
quences to the paved, unpaved, or total network. At the top of the page, there is a table of
contents where you can select among:
Consequences to Road Agency
Consequences to Society
Consequences to Road Users
Consequences to Network Asset Value and Network Roughness
Consequences to Network Condition 1/2
Consequences to Annual Road Agency Costs
Consequences to Annual Road Agency Costs by GDP
Once you select an option, you can view the corresponding tables and charts (left side of the
tables). To return to the table of contents, press the T hyperlinks located on column B or use
the Excel features to go to the top of the page.
The available tables are the following:

Consequences to Road Agency
- Road Agency Costs (Years 1-20)
- Road Agency Costs Breakdown (Years 1-20)
- Recurrent Maintenance as a Percent of Total Maintenance Costs
45
Consequences to Society
- Society Costs (Total Costs Years 1-20)
- Society Net Loss Compared to Very High Standard (Total Costs Years 1-20)
- Society Net Benefits Compared to Do Minimum Standard (Total Costs
Years 1-20)
Consequences to Road Users
- Impact of Road Agency Deficit on Road User Costs
- Unit Road User Costs
Consequences to Network Asset Value and Network Roughness
- Network Asset Value
- Roughness Weighted by Km
- Roughness Weighted by Vehicle-Km
- Network Length in Very Good Condition
- Network Length in Good Condition
- Network Length in Fair Condition
- Network Length in Poor Condition
- Network Length in Very Poor Condition
- Network Length by Road Condition (select the standard for this table on cell
D342)
Consequences to Annual Road Agency Costs
- Annual Road Agency Costs Years 1-5 (Annual Costs Years 1-5)
Consequences to Annual Road Agency Costs by GDP
- Annual Road Agency Costs Years 1-5 (Percentage of GDP)
ROAD WORKS DISTRIBUTION
This page presents for the recurrent maintenance works, periodic maintenance works, reha-
bilitation works, and all works, the following information:
Total road works costs (M$)
Annual road works costs (M$/year)
Annual road works costs per km ($/km-year)
Annual road works length (km/year)
46
The information is presented by network type, management type, surface class and surface
type, and for years 1 to 5, 6 to 20 and 1 to 20.
On cell C1, you select, from the list of available choices, one standard to view the corre-
sponding tables on this page and on the Road Works Summary and Historical Data among:
Total Road Works Costs (M$) by Network Type and Surface Class
Annual Road Works Costs (M$/year) by Network Type and Surface Class
Annual Road Works Costs per Km ($/km-year) by Network Type and Surface Class
Annual Road Works Length (km/year) by Network Type and Surface Class
Total Road Works Costs (M$) by Management Type and Surface Class
Annual Road Works Costs (M$/year) by Management Type and Surface Class
Annual Road Works Costs per Km ($/km-year) by Management Type and Surface
Class
Annual Road Works Length (km/year) by Management Type and Surface Class
Total Road Works Costs (M$) by Network Type and Surface Type
Annual Road Works Costs (M$/year) by Network Type and Surface Type
Annual Road Works Costs per Km ($/km-year) by Network Type and Surface Type
Annual Road Works Length (km/year) by Network Type and Surface Type
Total Road Works Costs (M$) by Management Type and Surface Type
Annual Road Works Costs (M$/year) by Management Type and Surface Type
Annual Road Works Costs per Km ($/km-year) by Management Type and Surface
Type
Annual Road Works Length (km/year) by Management Type and Surface Type
Once you select an option, you can view the corresponding tables. To return to the table of
contents, press the T hyperlinks located on columns B or T, or use the Excel features to go to
the top of the page.
ROAD WORKS SUMMARY
This page presents a summary of the distribution of the network:

Road works costs
Current network length
Current network utilization
Current network asset value
The distribution is presented by network type, management type, and surface type.
47
On cell C1, you select a road works type (recurrent maintenance works, periodic mainte-
nance works, rehabilitation works, capital works, or all works) and on cell F1 you select a
period (year 1 to 5, 6 to 20 or 1 to 20). Select your choice from the lists of available choices.
You select the standard to view at cell C1 of the Road Works Distribution page (previous
page). At the top of the page, there is a table of contents where you can select among:
Information by Network Type

Information by Surface Type
Information by Management Type
Once you select an option, you can view the corresponding tables. To return to the table of
contents, press the T hyperlinks located on column B, or use the Excel features to go to the
top of the page.
HISTORICAL DATA COMPARISON
This page presents, for a user-selected standard, each network type and road work type: (i)
the historic expenditures over the last five years, (ii) the required expenditures over the next
five years, and (iii) the ratio between the required per historic expenditures.
48
Annexes
ANNEX 1: PAVED ROADS ROUGHNESS PROGRESSION MODEL
An analysis of the HDM-4 roughness deterioration model for bituminous roads indicates
that the deterioration of bituminous roads is a function of (i) current pavement strength tak-
ing into account current surface distress; (ii) equivalent standard axle loading; (iii) pavement
age; (iv) environment coefficient; (v) roughness; (vi) increase during a year of rut depth
standard deviation, cracking, and potholing; and (vii) deterioration factors. The RONET
roughness progression model for paved road simplifies the HDM-4 model by (i) adopting
the modified structural number at construction or last rehabilitation, to define the pavement
strength by adding a strength reduction coefficient (a1) that multiplies the modified struc-
tural number to take into account the surface distress impact on the pavement strength; (ii)
substituting the cracking, rutting, and potholing parameters of the HDM-4 model by a coef-
ficient (a2) that multiplies the pavement age; (iii) considering that the K deterioration factors
are equal to 1; and (iv) considering that pothole patching is always done on the roads. The
simplified RONET model is given by the following equation:
dIRI = Kgp * (a0 * Exp (Kgm * m * AGE3) * [(1 + SNC * a1)]-5 * YE4
+ a2 * AGE3) + (Kgm *m * RIa) (1)
and:
RIb = minimum (RIa + dRI, 16) (2)
where:
Kgp = 1, calibration factor of roughness progression

a0 = 134, which is the original a0 coefficient of the HDM-4 model
Kgm = 1, calibration factor for environmental coefficient
m = environmental coefficient (see table 2)
AGE3 = pavement age since last overlay, reconstruction or new construction (years)
SNC = modified structural number of pavement at construction, reconstruction, or last re-

habilitation (modified structural number as defined on the HDM-III7 documentation equal
to the structural number computed following AASHTO guidelines, plus adding the strength
contribution of sub-grade)
YE4 = annual number of equivalent standard axles (million ESA/lane/year)
49
RIa = roughness at the start of the analysis year (IRI, m/km)
RIb = roughness at the end of the analysis year (IRI, m/km)
dIRI = increment in roughness during one year
a1 = 0.7947, which is a coefficient derived on the RONET study to reflect the reduc-
tion of the strength of the pavement due to the presence of surface distress
a2 = 0.0054, which is a coefficient derived on the RONET study to reflect the in-
crease in roughness progression of the pavement due to the presence of cracking,
rutting, and potholes
The coefficients a1 and a2 and the K calibration coefficients can be configured at the Stan-
dard Configuration page.
RONET Roughness Progression Model Coefficients
The approach used to develop the RONET roughness progression model uses the full em-
pirical simulation model of HDM-4 to generate roughness data for a wide range of the pri-
mary input data parameters, and estimates the parameters of the simple model by best fitting
the generated data. Roughness data was generated for an array of the three primary variables
(pavement strength, annual traffic loading, and environment) for the combinations shown
on table A-1. Loading ranged from 10,000 to 1 million ESAL/lane-yr and strength from
modified structural number 2 to 8. Three environments were considered with an m envi-
ronmental coefficient of 0.025, 0.040, and 0.100, which correspond to different moisture and
temperature classifications (see table 1A-2). All roads were considered to have an asphalt
concrete surface, because the impact of the surface type classification (asphalt concrete or
surface treatment) on the roughness progression is negligible. There were 48 possible combi-
nations and a 20-year analysis period, resulting in a total of 960 observations.
Table 1A-1. Combinations of Primary Parameters Used to Generate Roughness Data

Environmental Structural Thickness Traffic Loading (million ESAL/year-lane)
Factor Number (mm) 0.01 0.03 0.10 0.20 0.30 0.50 1.00
0.025 2 30 X X X X
3 50 X X X X
5 80 X X X X
8 100 X X X X
0.040 2 30 X X X X
3 50 X X X X
5 80 X X X X
8 100 X X X X
0.100 2 30 X X X X
3 50 X X X X
5 80 X X X X
8 100 X X X X
50
Table 1A-2 presents the default HDM-4 m environmental coefficients for different moisture
and temperature classifications.
Table 1A-2. m Environmental Coefficients

Temperature Classification
Moisture Tropical Sub-tropical Sub-tropical Temperate Temperate
Classification hot cool cool freeze
Arid 0.005 0.010 0.015 0.025 0.040
Semi-arid 0.010 0.015 0.025 0.035 0.060
Sub-humid 0.020 0.025 0.040 0.060 0.100
Humid 0.025 0.030 0.060 0.100 0.200
Per-humid 0.030 0.040 0.070
The 960 observations of roughness at different years for the different road strength, loading,
and environment classes, obtained by executing the HDM-4 model, were compared on an
Excel workbook with the roughness progression results of the simplified RONET roughness
progression model (equation 1) for different scenarios of coefficients a1 and a2. The Excel
optimization routine was then used to find the optimal set of a1 and a2 coefficients that
minimizes the sum of the square of the differences. The optimal a1 and a2 coefficients for
equation 1 are as follows:
a1 = 0.7947
a2 = 0.0054
Figure 1A-1 below shows the comparison between the roughness values predicted by the
HDM-4 model, and the roughness values predicted with the RONET model adopting the
optimal a1 and a2 coefficients, which shows the good fit of the RONET model with an R2 of
0.99.
51
Figure 1A-1. RONET Simplified Equation Roughness Values (IRI, m/km)
18.00
16.00 y = 0.9929x
R2 = 0.9905
14.00
HDM-4 Model Roughness Values
12.00
(IRI, m/km)
10.00
8.00
6.00
4.00
2.00
0.00
0.0 2.0 4.0 6.0 8.0 10.0 12.0 14.0 16.0 18.0
RONET Simplified Equation Roughness Values (IRI, m/km)
The RONET paved roads deterioration equation 1 was derived evaluating the deterioration
of bituminous roads. The same exercise was not done evaluating the deterioration of con-
crete roads; therefore, at the moment, RONET does not have road deterioration equations
specific for concrete roads. To roughly estimate the roughness progression of concrete roads
using the current version of RONET, you will need to use equation 1 and define a pavement
strength (modified structural number) representative of a concrete road.
52
ANNEX 2: GRAVEL ROADS GRAVEL LOSS MODEL
RONET estimates the material loss of gravel loss using the HDM-4 relationships for predict-
ing the annual quantity of material loss as a function of monthly rainfall, traffic volume, road
geometry, and characteristics of the gravel. The RONET model for gravel loss is given by the
following equation:
MLA = Kgi * 365 * (3.46 + 2.46 * MMP * RF * 10-4 + KT * AADT) (3)
Where:
MLA = the predicted annual material loss (mm/year)

RF = average rise plus fall of the road (m/km)
MMP = mean monthly precipitation (mm/month)
AADT = annual average daily traffic (veh/day)
KT = the traffic-induced material whip-off coefficient
Kgi = gravel material loss calibration factor
The traffic-induced material whip-off coefficient is expressed as a function of rainfall, road

geometry, and material characteristics, as follows.
KT = Kkt * maximum {0 , ( 0.022 + (0.969 * C)/57300) + 3.42 * MMP * P075j * 10-6

– 9.2*MMP*PIj * 10-6 – 1.01 * MMP * 10-4 )} (4)
Where:
C = average horizontal curvature of the road (deg/km)

PIj = Plasticity index of material
P075j = Gravel material passing 0.075 mm sieve (%)
Kkt = traffic-induced material loss calibration factor
53
ANNEX 3: ROAD WORKS EFFECTS
RONET estimates the road works effects using the HDM-4 relationships that are given be-
low.
Reseal
The roughness after a reseal is computed by the following equation.
RIaw = RIbw – maximum (0 , minimum (0.3 * (RIbw - 5.4), 0.5) ) (5)
Where:
RIaw = Roughness after reseal (IRI, m/km)
RIbw = Roughness before reseal (IRI, m/km)
The structural number after a reseal is computed by the following equation.
SNaw = SNbw +REth * 0.2 * 0.0394 (6)
Where:
SNaw = Structural number after reseal
SNbw = Structural number before reseal
REth = Reseal thickness (mm)
Overlay
The roughness after an overlay is computed by the following equation.
RIaw = 2.0 +0.01 * maximum (0, (RIap - 2.0) * maximum (0 , (80 - OVth))
(7)
Where:
RIaw = Roughness after overlay (IRI, m/km)

RIbw = Roughness before overlay (IRI, m/km)
OVth = Overlay thickness (mm)
The structural number after a reseal is computed by the following equation.
SNaw = SNbw +OVth * 0.4 * 0.0394 (8)

SNaw = Structural number after overlay
54
SNbw = Structural number before overlay
Reconstruction
The roughness and the structural number of paved roads after a reconstruction is user de-
fined at the Country Data page.
Gravel Thickness
The gravel thickness after regraveling is computed by the following equation.
GTaw = GTbw + GTth (9)
Where:
GTaw = Gravel thickness after regraveling (mm)

GTbw = Gravel thickness before regraveling (mm)
GTth = Regraveling thickness (mm)
55
References
1. Sub-Saharan Africa Transport Policy Program

http://www.worldbank.org/afr/ssatp
2. Highway Development and Management Model (HDM-4)

http://civ-hrg.bham.ac.uk/isohdm/
3. Road User Charges Model Version 3.0

http://www.worldbank.org/roadsoftwaretools/
4. Performance Assessment Model Version 1.0

http://go.worldbank.org/2VD3CR0LB0
5. Road Costs Knowledge System (ROCKS)

6. Road User Costs Knowledge System (RUCKS)

7. Highway Design and Maintenance Standards Model (HDM-III)

57

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Sub-Saharan Africa Transport Policy Program

SSATP Working Paper No. 85-A

Road Network Evaluation Tools

Version 1.0, July 2007

The SSATP is a partnership of

The SSATP gratefully acknowledges the financial contribution and support

More publications on the SSATP website

AADT Average Annual Daily Traffic

 Monitor the current condition of the road network

Table 1. Matrix of Road Classes: Overall Network Evaluation

Matrix of Road Classes: Overall Network Evaluation

Network Surface Type

Traffic Condition Category

Table 2. Default Configuration and Alternative Configurations

Network Types by Types by Types by

Table 3. RONET Default Traffic Levels

Average Annual Daily

Average Annual Daily

Surface Traffic Traffic Minimum Maximum Average Geometry Pavement

Earth Traffic I T1 0 10 5 1-lane warranted Formation not warranted

Gravel Traffic I T2 10 30 20 1-lane warranted Formation warranted

Road Condition Categories

Capital Road Works Needed to Bring a Road to Very Good Condition

Surface Condition Roughness (IRI m/km) Speeds

Type Category Minimum Maximum Average (km/hr)

Asphalt Very Good 1.0 2.5 2.0

RONET v1.0 - Main Module - 2007-06-06.xls

Road Network Evaluation Tools

Configuration Inputs Calculations Outputs

O-Length & Utilization

Performance Assessment O-Network Performance

The World Bank

The menu is subdivided into the following areas:

To carry out a current condition assessment, follow the steps below.

To carry out a performance assessment, follow the steps below.

Table 7. Network Types

Primary 2 12 Highway Authority

Table 8. Default and Alternative Configurations

Table 9. Terrain Types

Terrain Rise & Horizontal

Table 10. Environment Types

1 Arid Tropical 15 0.005

Table 11. Default Values for Road Condition Classes

Table 12. Default Values for Traffic Levels

Traffic Avg. Traffic Min. Traffic Max. Traffic

Table 14. Custom Standards Definition

Select a Standard per Network Type

Capital Road Works Standards Configuration

Table 15. Concrete and Asphalt Roads Default Values

Roughness Thresholds to Apply Recommended Road Works (IRI, m/km)

IRI<=4.0 4.0<IRI<=6.0 6.0<IRI<=8.0 8.0<IRI<=10.0 10<IRI

Table 16. Default Values for Surface Treatment Roads

Code Name Time Interval (years) Roughness Threshold (IRI)

Figure 2. Road Deterioration under Different Standards

Table 17. Default Values for Gravel Roads

Regraveling Postponement (years) Average Yearly Roughness Level (IRI, m/km)

Table 18. Default Values for Earth Roads

Monitor the current condition of the road network

Name and Year

Capital Road Works

Unit Road User Costs ($/vehicle-km) = a0 + a1IRI + a2IRI^2 + a3*IRI^3

Distribution by Network Type

Roughness by Network Type

Very High Standard

Information by Network Type